Analysis and Evaluation of Activity-Travel Pattern in an Era of IT
Urban Transportation Research Unit, Institute of Environmental Studies/Department ofUrban Engineering, The University of Tokyo. (http://ut.t.u-tokyo.ac.jp/index_e.html)
Understanding mechanism of individual travel behavior in urban space is essential for urban transportation
planning and policy. Conventionally, travel is considered a derived demand from the desire to engage in activities
at certain locations. Hence, understanding the relationships between travel behavior and daily activity
engagement is effective in estimating individual and household responses to policy measures and to changes inenvironmental constraints. We have been developing the integrated system for data collection, analysis andevaluation of individual/household activity-travel patterns in urban space using Information Technologies (IT) and
Geographic Information System (GIS).

Constraints to Activity-Travel Pattern
Individual/Household
Urban Environment-Individual/Household characteristics(household structure, residential location,
travel mode availability, etc.)-Activity demand-Land use (activity opportunities)-Transportation network-Institution

Data collection

Choice Set of Alternative
Activity-Travel Patterns
Space-time Accessibility-Spatio-Temporal Constraints-Interactions between Household Members-Activity Scheduling

Analysis
Evaluation

Activity-Travel Pattern
Space-Time Path
- Revealed Preference (RP)- activity diary survey- positioning technologies (GPS, PHS, etc.)- Stated Preference (SP)- computer-assisted self-interviewing (CASI)
Urban Transportation Research Unit, The Univ. of Tokyo

No.1

Individual Activity-Travel Pattern in Urban Space and Timetime

Travel Pattern

Network and Opportunities

Travel Pattern

Transportation Networkand Activity Opportunities

Urban space

Travel Pattern (byGPS, PHS, etc.)

Activity Schedule

Positioning Technology

Transportation Network
and Activity Opportunities(GIS database)

The Internet

Activity
ActivitySchedule
ScheduleGIS

The basic concept of ourresearch is “activity-basedapproach” originated from TSU(Transport Studies Unit atOxford University).

Time

time

Urban
space
Urbanspace
space
Urban

Household Activity-Travel Simulator (HATS)
Display Board (see Jones et. al., 1983)

Concept of GIS Data Use in Our Research
Urban Transportation Research Unit, The Univ. of Tokyo

No.2

GPS Mobile Phone-Based Activity Diary Survey System
Activity Diary Survey Application
for Cellular Phones equipped GPS.
This application has 2 major functions.

When?

1. Automatic collection of GPS location data at regular intervals.

What?

2. Showing activity record form and send respondents’ activity data
to the data collecting server computer.

Take Lecture at University

Travelmode?

Where?

Travel by Train

GPS Satellites

Why?

WithWhom?

The Internet

Data Collecting Server

Subscriber ID
Activity Diary Record
GPS Location Data
GPS Cellular Phones
with Activity Diary Survey Application

Work at Odaiba

A Respondent’s Track
Screenshot★ : GPS data. (10 minutes interval)

System Image
Nakazato, M., N. Ohmori, T. Maruyama and N. Harata (2004) Activity Diary Survey
Using GPS Mobile Phone, Proc. of Japan Society of Traffic Engineering. (in press)

Urban Transportation Research Unit, The Univ. of Tokyo

No.3

The Internet-Based Travel Survey System with Web-GIS #1:
Mode and Route Choice
Internet-based travel survey system
We developed this system to support multi-modal transportation
planning with relocation of large-scale facilities. This systemcollects respondents’ SP data. Web-GIS software was used toreflect geographical locations and transportation network data.

Sample below is a imaginary route choice of students ofThe Univ. of Tokyo after new campus (Kashiwa campus)
building is completed.

Question : Which route will you choose after new railway station is open?

InterchangeKashiwa Campus

Time variables

Cost variables

LOS of transit:
4 alternative routes

Station 2
Edogawadai Sta.

Route map

Station 3 (New)Kashiwanoha-Campus Sta.

LOS of car:2 alternative routes
Route Choice buttons

Screenshot (Route Choice)Aono, S, N. Ohmori and N. Harata (2004) Development of an Internet-Based Travel
Survey System, Proc. of the International Symposium on City Planning 2004, pp.41-50.

Station 1
Kashiwa Sta.

Detail Map around Kashiwa Campus

Urban Transportation Research Unit, The Univ. of TokyoNo.4

The Internet-Based Travel Survey System with Web-GIS #2:
Route and Parking Choice
It is very important to provide dynamic traffic information such as
VICS, ATIS and Parking Guidance Information(PGI), and it isindispensable to understand the change of travel pattern by
providing with dynamic information.

In this system, origin and final destination are given. Some
information are given while respondents are traveling in theimaginary space.

Paper-based survey cannot describe dynamic traffic services.
Computer-based imaginary survey techniques have beendeveloped to collect respondents’ SP data.

Imagine you are driving now to buy something at a department store.

Set location of your home.

Imaginary Parking Information Boardis shown sometimes.

Velocity

Click where your home isorInput address.

Select where you’ll park

Select which direction you’ll turn to at the next crossing.

Aono, S., N. Harata and K. Ohta (2001) Evaluation of Parking Guidance
Information System by Computer-based Survey, Proc. of Japan Society ofTraffic Engineering, pp.293-296.

Urban Transportation Research Unit, The Univ. of Tokyo

No.5

GIS-based Activity-Travel Simulator #1:
Simulation Model for Activity Planning (SMAP)
SMAP was developed as an innovative integration of GISand a feasible activity-travel pattern generation model.
MapInfo GIS software was used as the system platform.
MapBasic programming software was used for customizing
MapInfo.

- Travel demand side
- Activity schedule (activity diary with spacetime constraints)- Individual/household characteristics (e.g.,mode availability, travel cost budget, themaximum walking time)- Travel tracking data collected by positioning
technologies (e.g., GPS, PHS)
- Transportation supply side
- Travel times between two locations (calculatedfrom road and public transport network)- Activity opportunity side
- Locations and opening hours of opportunities
Generate alternative activity-travel patterns and/ortest the feasibility of the patterns based on spacetime prism constraints

The activity-travel pattern generation model could enumeratefeasible activity-travel patterns under spatio-temporal constraints of
the individual’s scheduled activities and opening hours of activity
opportunities.
With the introduction of two persons’ activity schedule constraints,
not only private travel modes but also car-passenger mode
availability was explicitly dealt with in the model.
The initial application of SMAP was aimed to understandconstraints that affect travel behavior of the elderly households andtheir responses to the changes of the constraints in a local city.
Representation of activity patternof individual X on the timeline

Representation of activity patternof individual Y on the timeline

Opening hours ofthe opportunity
engaged in thetarget activity

Represent spatio-temporal component of activitytravel patterns on GIS
Basic Structure of GIS-based Activity-Travel Simulator
The target activity

Ohmori, N., Y. Muromachi, N. Harata and K. Ohta (2003) Simulation Model for Activity
Planning (SMAP): GIS-based Gaming Simulation. In Park C.H. et al. (eds.), SelectedProc. from the 9th World Conference on Transport Research, CD-ROM, Pergamon.

Representation of travel pattern ofIndividual X on the map

Screenshot of SMAP
Urban Transportation Research Unit, The Univ. of Tokyo

No.6

GIS-based Activity-Travel Simulator #2:
SMAP for Education (SMAP-E)
SMAP-E was developed especially for the purpose ofinstructing students in understanding the theory of spacetime prism/accessibility and travel behavior under spatiotemporal constraints. It was used in a graduate course as an
educational tool.

From the analysis of students’ reports, it was found that aseries of simulation using SMAP-E had contributed to help thestudents to better understand the theory of space-time prismand human activity-travel patterns under spatio-temporalconstraints in the urban area, as demonstrated in HATS.

The participants simulated the volume of prism and thefeasibility of engaging in a discretionary activity in the prism,
using their own one-week activity diary data, before andafter changing important variables in activity schedule,transport system and activity opportunities affecting spacetime accessibility.
①time budget②distance between fixed
activity locations③speed④railway service
hours⑤the volume of theprism⑥activity duration⑦location of theopportunity⑧opening hours ofthe opportunity

Railway station
outside PPA

Railwaystation within
PPATime use

timeTime budgetof the prism⑤①④Travel
trajectory byPHS⑥③⑧②⑦spaceOperational Variables in the Simulation Exercise in SMAP-EOhmori, N., N. Harata and K. Ohta (2003) Development and Application ofGIS-based System for Simulating Activity-Travel Patterns under SpatioTemporal Constraints, Proc. of the 8th International Conference onComputers in Urban Planning and Urban Management, CD-ROM.

In-home Travel Out-of-home

Activity opportunity visited
during the reporting days

The number of the station within PPA
classified by the available time

Representationof Activity-Travel
and Available
Figure3. Representation of activity-travel
patterns and Patternavailable opportunities
within a
space-timeprism onOpportunities
withina SMAP-E
Space-Time Prism
Urban Transportation Research Unit, The Univ. of Tokyo

No.7

GIS-based Activity-Travel Simulator #3:
SMAP for Leisure (SMAP-L)
SMAP-L was developed as an decision-making support
system for activity planning using interactive surveys tocollect information on the activity scheduling process of
tourists’ leisure tour.

SMAP-L was very useful for supporting decision-making on
activity scheduling, providing information on travel times, routes
and opportunities, examining time and monetary budget
constraints.

Face-to-face interview surveys were conducted with SMAP-L
to simulate pre-planned activity schedule of one-day leisure
tour.

Data on scheduling process collected with SMAP-L were used
to analyze respondents’ scheduling process in activity planning.
The analysis revealed the inter-personal difference ofscheduling patterns and responses when travelers found thatthe schedule was infeasible under time and monetary
constraints.

Alternative routewith good scenary
time
Opening hours of
the opportunity

Menu

Recommended
activity duration

Time budgetTimeschedule

Recommended
lunch time

Travel route

Space-time path
Alternative opportunity nearer
the preceding destination+Monetary budget
Home

Opportunities
in Awaji-shima

Selected
destination

Money
expenseAwaji-shimaIslandspaceFigure 7. Activity
schedulingininSMAP-L
SMAP-L
Activity
SchedulingOhmori, N., N. Harata and K. Ohta (2004) Two Applications of GIS-Based
Activity-Travel Simulators, Presented at EIRASS Workshop on Progress inActivity-Based Analysis, in Maastricht, The Netherlands, May 28-31, 2004.

Travel Out-of-home Name ofopportunities

Figure 6. Snapshot of SMAP-L
Snapshotof SMAP-L
Urban Transportation Research Unit, The Univ. of Tokyo

No.8

Future Research
Future research concerns the following subjects:-Self-diagnosing system for evaluating activity-travel
patterns with a variety of indicators (travel time, travel
distance, travel cost, fuel consumption, environmental
damage, energy balance, etc.)-Enhanced personal navigation system with a real-timescheduling function by getting real-time information ontravel and activities-Activity-travel scheduling/pattern including activities
engaged in “cyberspace” by the use of telecommunications

Activity Scheduling

Alternative Patterns
P&R

自動車

移動時間64分
ｶﾞｿﾘﾝ100円
運賃240円×2人
駐車300円／h

移動時間85分
ｶﾞｿﾘﾝ300円
駐車600円／h

１１：５０
自宅

ﾒｲﾝ･ｱｸﾃｨﾋﾞﾃｨ
WC観戦

Dynamic P&R Parking
Information

１１：２５
自宅

１２：５０
○○鮨で30分

１２：５０○○鮨で30分

１３：３０
競技場

１３：３０
競技場

6:00
9:00

睡眠
朝食
休息

車
仕事

12:00

現状
移動時間：130分
移動による消費ｴﾈﾙｷﾞｰ：244 kcal
一日の消費ｴﾈﾙｷﾞｰ：2,411 kcal
一日の摂取ｴﾈﾙｷﾞｰ：2,535 kcal
判定
生活活動強度：Ⅱ（やや低い）
ｴﾈﾙｷﾞｰ収支：＋124 kcal

昼食

15:00

職場B駅

車60分

車50分

食事

３０分

時間

ⓅⓅ
Ⓟ
Ⓟ

目的地
自宅

ⓅⓅ
3:00

現在地

ⓅⓅ
１２：４５
駐車場

ﾒｲﾝの前

自宅

１２：１９
古淵
１２：４６
新横浜

ｻﾌﾞ･ｱｸﾃｨﾋﾞﾃｨ

ﾚｽﾄﾗﾝ

競技場

空車
満車

Personal Navigation System with a Real-Time Scheduling
Functiontime

仕事ｽｰﾊﾟｰS

18:00

車20分

車

21:00

車

買物

夕食
24:00

ｽｰﾊﾟｰT

休息
睡眠

27:00

自宅

移動

9:00

Discretionary Activities

外

睡眠
朝食
休息

車＋鉄道
仕事

12:00

昼食

15:00

仕事

*

代替案2（交通手段変更）
移動時間：130分
移動による消費ｴﾈﾙｷﾞｰ：375 kcal
一日の消費ｴﾈﾙｷﾞｰ：2,536 kcal
一日の摂取ｴﾈﾙｷﾞｰ：2,535 kcal
判定
生活活動強度：Ⅲ（適度）ｴﾈﾙｷﾞｰ収支：−1 kcal

職場

車

24:00

鉄道30分

real space

車10分自宅移動車20分

cyberspace

space* The use of telecommunications affects some elements of the activity

ｽｰﾊﾟｰT

休息

自宅

車20分

A駅

睡眠
27:00

E-mail

鉄道30分

買物

夕食

Telephone

B駅

Travel

鉄道＋車

21:00

Telecommunication

徒歩10分

徒歩10分

ｽｰﾊﾟｰS
18:00

Planned but Flexible Activities

鉄道

自宅

3:00
6:00

Planned Activities

A駅

鉄道

外

Evaluation of Activity-Travel Patterns: Energy Balance

Activity-Travel Scheduling/Pattern Including theUse of Telecommunications
Urban Transportation Research Unit, The Univ. of Tokyo

No.9